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DBVIGE TOR OPERATING STATION INDIGATORS. No. 290,562.' Patented Deo. 18, 188.3;

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s. E@MASTERt K DEVICE IOR OPERATING STATION INDICATORS. TIO. 290.5%. Patented Deo. 18, 1883.

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' DEVICE IOR OPERATING STATIUN INDICATORS.

No. 290,562. Patented Deo. 18, 1883.

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(No Model.) u 4 Sheets-Sheet 4.

S. PORRESTER.

DBVIGI: TOR OPERATING STATION INDICATORS. No. 290,562.' Patented Deo. 18, 1883.

HIEIIlm- K siriani-3L ronnnsrnn, or ALLnennnY, PENNSYLVANIA.

DElVlCE FOR OPERATING STATION-ENDICATRS.

SPEGEFICATION forming part of Letters Patent No. 290,562, dated December 18, 1883.

Application filed July 27, 1883. (No model.)

To all r11/tom, it nea/,r cm2/cern:

Beit known that l, SAMUEL Fonnns'rnn, of Allegheny, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Devices for Operating Station. and Train Indicators; and I do hereby declare the following to be a full, clear, and exact description thereof.

This invention is designed to effect the operationof station-indicators in the several cars of a railway-train by means of a single shaft made up of a section for each car, such sections being coupled in such a manner as to conform to the motions of the train and varying heights and distances between adjacent cars. It is primarily designed for the application to this use of my improved indicator patented April 3, 1883, No. 274,927 but it is not limited to use with that special form of indicator alone.

To enable others skilled in the art to make and use my invention, I will. now describe it by reference to the accompanying drawings, in which- Figures 1 to 6 are views of the shaft-coupling. Fig. 7 is a view of the shaft and its connection with the indicator. Figs. Sand 9 are sections of the stop-wheel of the shaft. Figs. to 17 are detail views of the indicator-shaft and its clutch mechanism. Fig. 18 is an end view of the indicator.

Like figures of reference indicate like parts in each.

The train-shaft is composed of sections, one to each car. Two such sections (marked 1 and 2) are shown in Figs. 1 a11d2. On the end lof each is a peculiar spring, 3, composed of a ilat strip of steel or other suitable metal-folded at right angles at the middle, as at 4, Fig. 5. The lea fes are then each folded on themselves twice, forming short folds 5 and 9, long folds 6 and 10, and then short folds 7 and 11; and, lastly, the ends are bent at right angles to their supporting-folds, as at 8 and 12. The ends are provided with rivet-holes, and are secured to the shafts 1 and 2 by slitting the ends of the shafts and inserting one end of the springs in the slit and bolting it, as shown in Fig. a. The other end is secured in like manner to a short piece or end, 13, of the shaft, so that both ends of each section of shaft have a spring,.3, and end piece, 13. Secured to each end piece, 13, is a fiat coupling-bar, 14 and 15, each provided with recesses 17 and 18. (See Fig. 3.) The flat coupling-bars 14 and 15 are connected together, so as to have a longitudinal sliding motion to and from each other, while they are incapable of chan gingth eir relativepo- 'sition axially, so that when one ofthein is turned on its longitudinal axis precisely the same axial motion is communicated to the other. This is effected by means of a dat slide-box, 16, having side pieces (like a slide-rest) to retain the coupling-bars in their proper relative position in the same plane and in the same axial line. The wide fiat slide-bonF has the peculiar advantage over a cylindrical bar and socket that it almost entirely prevents all lost motion in turning the coupling-bars on their axes. This is due to the increased width of the bar and socket, whereby anyT lost motion that may exist occurs at a greater distance from the center` of the bar, and is therefore proportionally less than in a cylindrical bar and socket of equal strength. When a sleeve is used, it is necessary to allow it to be so loose that there will be a slight arial motion of one couplingbar before its fellow begins to move, and this lost motion being repeated at every coupling in a train of cars, the aggregate amount of lost motion between the nrst and last coupling in the train would amount to enough to interfere with the proper action of the apparatus. At one end of the slide-box 16 is a head, 19, furnished with a screw, 20, the end of which enters the recess 17 in the upper side of one of the coupling-bars, 14, and thus makes a rigid connection between one of the coupling-bars, 14, and the slide-boX 16.

On the under side of the slide-box, preferably near the head 19, is a spring, 2l, having a projection, 22, which is held in the hole 23 in the under side of the slide-box 16, so that its end shall project into the inside of the slide-box 16. The head 19 is provided with a forked bracket, 19, into which the nnthreaded upper end of screw 20 enters, and a collar, 20, on the screw, just above the screw-threads, prevents the screw :20 from being unscrewed so far as to remove it from the head 19. The slide-box 16 being pnt on the end of the coupling-bar 1d,the projection 22 presses against the lower surface of the coupling-bar, the latter being guided by the sides of the slide-box un- IOO til it drops into the recess 18. This catches the slide-box at the proper point to center the recess 17 of the coupling-bar 14 with the screw 20 in the head 19. The screw is then turned down until the slide-box is secured on the end of the coupling-bar 14, as shown in Fig. 3. It can be placed in like manner by reversing it so that the head 19 shall be at the outer end, as shown in Fig. 1, where it is placed on the coupling-bar l5. W'hen the cars are uncoupled, the screw 2O is turned back and the slide-box is slid back on the coupling-bar 15, and secured by the projection 22 on the spring 21 entering the recess 18 in the under side of the other coupling-bar, 15. The screw 20 is then turned until it enters the recess 17 on the upper side of the coupling-bar 15, and thus the slide-box is retained in its uncoupled position, as in Fig. 1.

When two cars are coupled,the parts occupy the position shown in Figs. 2 and 3, the coupling-bar 15 being loose in the slide-box to enable it to slide back and forth therein to accommodate various distances between the cars.

To keep the spring 2l from being bent out too far or broken, I place a guard, 24, around it, said guard being secured to the under side of the slide-box 16. The slide-box 16 is made long enough to permit the sliding couplingbar 15 to have sufficient motion therein to move with the cars Without coming out of the slide-box and without striking the adjacent end of the coupling-bar 14. rIhe spring 3 permits of a lateral motion of the shafts on each other, operating in that respect to accomplish the same results as a universal joint. rIhe leaves 5, 6, and 7 of the spring permit a vertical movement, and the leaves 9, 10, and 11 a lateral movement. To prevent the spring from spreading too far, I make holes 25 through the folds and place therein a double-headed bolt, 26, of sufficient length to give therequisite motion and yet prevent the leaves of the spring from coming too far apart. While the springs 3 permit the motions justdescribed, an axial motion of one section of the shaft will cause a similar motion to be communicated to the other sections without any slack or lost motion in the springs, for the reason that such motion works edgewise on the spring. Thus the springs permit an axial movement of the different sections of the shaft; but a radial movement of any one section will communicate a like movement to all the other sections. This construction is simple, cheap, and efflcient, and is better than a universal joint for this use, for the reason that it prevents any lost motion between the different sections of the shaft when a radial movement is communicated thereto.

I will now describe the devices located inside of the car for communicating motion to the indicator, and for that purpose will suppose that the car is the first of a number composing thetrain,thetrainshaft1,which extends longitudinally through the car near the top, be-

ing supported by suitable hangers, 28, which are bolted to the top 27 of the car. (See Fig. 7.) At a suitable place in the car a spirally-grooved wheel, 29, is mounted on the train-shaft 1 and surrounded by a suitable box or guard supported from one of the hangers 28. A rope,V 30, extends by, one or more coils, as may be desired, around the pulley 29, and thence to a sheave, 31, mounted at the side of the car. On the train-shaft 1, at any suitable point, is a spirally-grooved stop-wheel, 32, which is secured to the shaft by a friction-clutch in the following manner. (See Figs. 7 and 8.) A beveled sleeve, 33, having a hollow spindle, 34, screw-threaded at its outer end, (see Fig. 8,) is keyed to the shaft 1, so as to move therewith. The grooved wheel 32, which has an internal bevel corresponding to that of the sleeve 33, is slipped onto the spindle 34 until the beveled surfaces of the two parts come together. rllhe spindle 34 is provided with a pin, 36, which projects beyond its circumference. A beveled washer or follower, 37, having a groove, 38, for the reception ofthe pin 36, is slipped on the spindle, and is tightened up against the wheel 32 by means of a nut, 39, screwing onto the outer end of the spindle, as shown in Fig. 8.

Instead of using the beveled sleeve 33, with Aits hollow spindle 34, and the beveled follower 37 for attaching the stop-wheel 32 to the trainshaft 1, the stop-wheel 32 may be secured directly to the shaft l by means of a set-screw,

35, inserted in the hub of the wheel 32, which may be extended out on one-side for that purpose, as shown in Fig. 9. By this means the stop-wheel 32 may be adjusted to any desired position on the shaft 1 and fixed to the trainshaft by the set-screw 35, or by a pin.

Pivoted to an arm on one of the hangers 28 is aswinging arm-stop, 42, the end of which projects into the spiral groove on the periphery of the wheel 32. Pins 4() and 41 are placed in the groove of the wheel 32, and are designed to operate as stops in connection with the arm 42, to check the motion ofthe train-shaft 1 at the limit of its forward and reverse motions. The pins 40 and 41 are placed in the groove, so as to permit any desired number of revolutions of the train-shaft 1, their position being determined by the special requirements of each individual case.

The reason for securing the stop-wheel 32 adj ustably to the shaft 1 is as follows: The flat coupling-bars 14 15 are inten'ded to be placed with their sides in a horizontal plane, as shown in Fig. 1;,but it may happen that some carsl may have the broad side of the coupling-bars placed in a vertical or inclined position, and then it is necessary to turn the shaft so as to bring its coupling-bars in the same plane as those of the adjacent cars. It may happen, also, that a shaft may get slightly out of its true position. In both these cases it would be impossible to slide the couplingbar of one car into the slide-box of another.

IOO

IIO

When this happens, the follower 37 is loosened by turningback the nut 39, andthenthe shaft may be turned so as to bring the couplingbars into the desired relative position, after which the follower is tightened up; or, if the arrangement shown in Fig. 9 is used, the position of the shaft l maybe adjusted by loosening the set-screw n and turning the shaft in its bearings and in the stop-wheel 32, and then fastening it again by means of the setscrew.

I do not limit' myself to the use of my invention with an adjustable stop-wheel, for the reason that the same may be fastened rigidly to the shaft 5 but in such case the advantages herein mentioned as secured by an adjustable construction would be lost.

Mounted on thetrain-shaft l, and fixed thereto so as to revolve therewith, are two spirallygrooved wheels, 43 44, upon which is wound a cord, 45, which extends to a spirally-grooved clutch-wheel, 46, mounted on the main shaft 48 of the indicator. The wheels 43 44 are provided with internally-threaded sleeves 49 50 for the set-screws 51. These sleeves extend laterally from the outer faces of the wheels, and are provided with holes 52, which extend laterally through them at the base of the th read of the sleeve. The ends of the cord 45, after passing around the grooves on the wheels 43 44, are brought to the outside and pass through the holes 52, so that they extend across the bottom of the sleeves 49 and 50, andv can be secured tightly by screwing down the screws 5l, or the cord tightened whenever it becomes slack.

Secured to the hanger 28 are guards 53, which nearly encircle the wheels 43 44, which are for the purpose of keeping the cord 45 in place in the grooves of said wheels. The cord 45 is fastened in one of the sleeves 52, as described. It then passes over the top of the wheel 43, thence downward to the grooved clutch-wheel 46, around which it takes any desired number of coils, being one more coil around wheel 46 than the number of revolutions to be given to the main shaft 4S, and is fastened thereto at the middle, as at 47; thence it passes up to the wheel 44, entering its groove at the under side, and passes around said groove two or more turns, according to the number of revolutions to be given to the trainshaft 1, to the outside of the sleeve 50, thence through the hole 52 in the sleeve, and out at the other side. The effect of this construction is that when the train-shaft l is turned in one direction the cord is wound up on one of the grooved wheels, 43 44, and unwound from the other, and as it isfastened at the middle to the grooved clutch-wheel 46, it is in like manner wound up on one side of said fasteningpoint and unwound from the other.

In Eig. 7 I show-.the devices in the position occupied by them when the shaft l is to be turned in the direction of the arrow. It will be noticed that the` stop 42 is resting against the pin 40, which in this gure is concealed by the end ofthe stop 42, so that the shaft. can be turned only in the direction indicated by the arrow, and that the cord 45 is unwound from the wheel 44 and is wound np on the wheel 43, and that it is wound up on the left end of the clutch-wheel 46 and unwound on the right end. Now, by turning the shaft l in the direction indicated by the arrow, by means of the cord 30, the cord 45 will be wound up on the wheel 43, nnwound from the left side of the clutch-wheel 46, and wound up on the right side of the wheel 46, and unwonnd from the wheel 44. This construction provides for the reverse motion (to the right, as already described) of the main shaft 4S. The direct motion of the main shaft 4S (turning to the left) is effected by turning the shaft l in the opposite direction to that indicated by the arrow, in which case the wheel 44 becomes 4the operative wheel for communicating motion to the shaft 48. Both these motions are necessary for the operation of my improved indicator, patented as aforesaid. The forward motion of the main shaft brings the indicatingplate into position, and the reverse motion restores the transferring devices to position to take hold of the next indicating-plate.

I will now proceed to describe the connection between the spirally-grooved clutch -wheel 46 and my patented station-indicator, the apparatus hereinbefore described being designed to furnish means of operating simultaneously one or more such indicators in each car ofthe train. In order to adapt this apparatus tothe indicator described in my Patent lo. 274,927, hereinbefore referred to, some changes are necessary in the mechanism described in that patent, which I will first explain.

In my indicator patent before referred to the indicator is described as being operated by means of a radial arm or lever worked by a cord extending by sheaves to any desired point in the car or train. This lever is attached to the upper end of the operating-shaft, on the lower extremity of which is keyed a beveledgear wheel meshing into another beveled-gear wheel on the main shaft, (placed at right angles to the operating-shaft,) which main shaft drives the two indicator-shafts. A eoiied IIO spring wound around the operating-shaft eff responds with the main shaft in my former patent, and the beveled wheels 57 and 58 are keyed 'onto two shafts, which correspond with the two'indicatorshafts in said patent. The beveled-gear wheels 59 and 60 on the main shaft 48 correspond with the beveled* gear Wheels on the main shaft of my formerpatent, but are located on the side of the wheels 59 and 60 opposite to that which they occupy in my former patent, so as to give space for other portions of the mechanism. The strap 61 is attached to the movable frame, so as to move the beveled-gear wheel 60 along the main shaft 48 and keep it always in gear with the Vwheel 58 when the movable frame is shifted in either direction. I also substitute a ratchet-wheel, 75, for the movable ratched disk in my former patent. The only other alterations made in the indicator apparatus described in my former patent are that in my present apparatus the arms 62 and 62",which operate the plate-push ers, are each furnished with two springs, 63, (instead of one spring,) and each spring with a stop, 64, which limits its inward motion. The stops 64 to the arms 62 are connected with the adjustable division of the boxed section which contains the indicator-plates, so as to retain their proper relative position to the springs when the boxed section is expanded or contracted, so as to holda larger or smaller number of indicator-plates. The changes thus made are apparent from a comparison of Fig. 2 of the drawings of my former patent, No. 274,927, with Fig. 18 of this patent.

The apparatus shown in Fig. 7 of the drawings, with an ordinary grooved pulley keyed to the shaft 48, instead of the loosely-mounted clutch-wheel 46,v is applicable in cases where rotary motion is to be communicated through a line of shafting for a considerable distance, and where, as in a line of shafting extending through a train of cars, the shafting is exposed to flexure and contraction and extension in length; but in all such eases there is of necessity some degree of lost motion in an axial direction, and unless the shafting is increased in diameter in proportion to its length the amount of lost motion due to the twisting and spring of the shafting and its flexible connections will in a long line-as in case of a train of several carsbe so great that the amount of rotation given to the shafting when power is applied at or near one end gradually diminishes toward the other end,so that at the point farthest from that at which the power is applied it will fail to produce the required effect. In that portion ofthe apparatus which I am about to describe provision is made for this lost motion, so that I am enabled to employ a line of shafting of small diameter. This'I effect by giving to the trainsshaft at the place where the power is applied by the conductor of the train two complete revolutions of the train-shaft in one direction, and then two complete revolutions in the other directions,where one revolution in each direction or less would suffice in a single car or with a shortand unbroken line of shafting. Then,in order that these two revolutions may Ythe indicator.

produce the required effect'to operate the indicator at various points in th'e train, even though the resulting revolution of the shafting at any point should be reduced one-half or more, I interpose a -clutch device and drivingwheel between the train-shafting and the main shaft ofthe stati on-indicator apparatus,where by this lost motion'is provided for by causing the clutch-wheel (which is revolved directly fromthe train-shaft) to revolve for ahalfturn (more or less) before it commences to act upon the driving-wheel to revolve the main shaft of the indicator. l It then causes the main shaft to make one nearly complete revolution,after Vwhich the revolution of the main shaft is arrested, and then the clutch-wheel continues to revolve during another half-revolution, (completing its second revolutiom) without operating at all on the main shaft of the indicator. The result of this is that if at any point of the train distant from the point where the power is applied by the conductor to turn the trainshaft the shaft should not commence to turn at once, and should therefore make less than two revolutions, the clutch-wheel would nevertheless fully operate the main shaft of An idle movement of the clutch-wheel is given at the first half of the rst revolution and at the last half of its second revolution, because it operates first by revolving in one direction and then in the reverse direction, so that provision is made for lost motion ofthe clutch for ahalf-turn at the beginning and also at th'e end of its double revolution. This construction I will nowprow ceed to describe, premising, however, that the devices for operating the train-shaft such as I have described, as well as the clutch .and driving-wheels which I am about to describe, are repeated in every/car of the train in which an indicator is placed.

Fig. 18 represents the construction and arrangementofdeviceswhich,receivingtheir motion from the grooved clutch-wheel 46, (operated as before described,) communicate the requisite motion to the two indicator-shafts through the beveled-gear wheels 57 and 58, which are keyed to them, respectively. The clutch-wheel 46, which is spirally grooved on its circumference, is mounted loosely on the main shaft 48, which shaft corresponds to the shaft marked 9 in my indicator patent'before referred to.) The details of construction of this wheel and the clutch mechanism connected therewith are shown in Figs. 10 to 16, inclusive. The clutch-wheel 46 Vhas a cylindrical cavity on one side to receive the driving-wheel 65, which is fastened to the main shaft48 bythe pin 66, which is passed through the hub of the driving-wheel 65. This wheel 65 receives an intermittent motion from the clutch-wheel 46, so as to perform one nearly complete revolution from two revolutions of the clutch-wheel 46. This is effected as follows: The driving-wheel 65 is of somewhat smaller diameter than the cavity on the side loo IIO

of the clutch-Wheel 46, in which it is placed, and has two beveled projections, 66 and 67, eX- tending outward, so as nearly to touch the inner circumference of the cavityfof the. Wheel 46. These beveled projections are so placed as to leave aspa-ce bet-Ween them, forming a slot, 68, (see 14,) and the butt-ends of the beveled projections being placed toward the slot, from which they incline toward the outer face of the disk, as shown in Fig. 16. A clutch-pin, 69, is placed in a suitable hole in the side of the grooved clutch-wheel 46, in such position that the inner extremity of the pin enters the cavityin thewheel 46, in which the driving-Wheel 65 is placed, and may rest against the inclined face of the beveled projection 66 or 67. The

' clutch-pin has a head (shown clearly in Fig.

11) projecting beyond the outsi de of the Wheel 46, of sufficient diameter to prevent the pin entering too far into its hole in the side of Wheel 46. The under side oi" the head of the pin is inclined or rounded, so that a cam or double incline, 70, fixed to the stationary frame, may enter under the head of the pin and between it u and at the outside of the Wheel 46, and thus raise the pin sufficiently to draw its extremity out from the cavity of the wheel 46, so as to be free from Contact with the slot 68 in the driving-wheel 65. The outer end of the head of the clutch-pin 69 passes through a hole in a plate, 7l, supported on blocks 72. A leafspring, 73, rests on the head of the clutch-pin 69, and presses it down to the position shown in Fig. 1l.

Fig. l shows the clutch-pin in its position when raised up by the incline 70, so as to draw it entirely out of the slot in the driving-Wheel 65 and the cavity of the clutch-wheel 46, the clutch-Wheel 46 being caused to rotate by the cord 45,passing around the spiral groove on its circumference, and the clutch-pin 69, projecting into the cavity of the clutch-wheel 467 and resting at the point a against a stop, 74, projccting from the periphery of the driving- Wheel 65, (which stop is diam etrically opposite to the slot 68 between the beveled projections 66 and 67,) passes round by the rotation of the clutch-Wheel until the head of the pin, encountering the incline s on the cani 70, (see Fig. 16,) is raised thereby out of the cavity of the wheel 46 far enough to pass over the beveled proj eetion 67 and then, passing down the incline t (see Fig. l0) on cam 70, enters the slot 68, (see Fig. 12,) so as to encounter the projection 66. It will be noticed that the slot formed by the space between the projections 66 and 67 is suificiently wide to permit the clutch-pin 69 to travel down the entire length of the incline t oi' the cam 70 after passing over the projection 67 and before reaching the projection 66', so as to insure the clutch-pin 69 and the projection 66 engaging one another fully, as shown in Fig. l2. The clutch-pin 69 thus engages the projection 66 on the drive- Wheel 65 vand causes the drive-wheel 65 to` rotate with the clutch-Wheel 46, carrying it round for one complete rotation, until the head of the clutch-pin 69 again meets the incline s of the cam 70, which, passing under the head of the pin, draws it outward and releases the driving-Wheel 65, which then ceases to rotate. The clutch-wheel 46, however, stili continues to revolve,while the driving-wheel 62,attached to the main shaft 48, remains stationary until the clutch-pin 69 again encounters the stop i4 at the point w, Fig. l2, when the operation is completed and both Wheels remain at rest. As the proper relative position of the driving- Wheel 65 4and clutch-Wheel 46, Whenever the former isat rest, brings the slot 66 in the driving-Wheel almost immediately in line with the stationary cam 70, by which the clutch-pin is retracted,the beveled projections 66 and 67 are not necessary for the operation of the clutchpin 69 but they are employed to prevent the stoppage of the apparatus in case by any cause the driving-Wheel should become so turned relatively to the clutch-Wheel as that the slot 68 should not be so nearly in line with the cam 7() that the clutch-pin 69, when dropped from the cam, would enter the slot. In that case the pin will be raised by the cani, but when dropped cannot enter the slot, as just stated, but Will continue to travel with its extremity projecting into the cavity ci the clutch-Wheel 46 until it encounters one of the projections, 66 or 6i. These beveled projections on the driving-Wheel 65 form the slot 68, as shown in Fig. l0, so that as the pin passes under one of the beveled projections it is depressed until it has passed it, and then drops into the slot 68 between the proj ections. The pin then carries on the driving-Wheel 65 in like manner and with the same effect as if the pin had entered the slot after being retracted by the cam 70, as before described.

in order to operate the indicating-plates, the main shaft 48 is caused to malte nearly one complete revolution on its axis in one direction (to the left) to bring the spring-hooks in position to engage the indicating-plates. The motion of the shaft is then arrested, and it is then caused to revolve in the opposite or righthand direction for nearly one complete revolution to bring a fresh indicating-plate into po- Sition.

I have already described that the spirallygrooved clutch-Wheel 46, freely mounted on the shaft 48, when caused to move in one direction to the extent of tivo revolutions, (by the operation of the cord by the conductor of the train,) produces a nearly complete revolution of the driving-wheel in the same direction, and that on pulling the cord 80 in the reverse direction the clutch-wheel is caused to make two revolutions in the reverse direction, producing a nearly complete revolution of the driving-Wheel, also in the reverse direction. Now, in order to prevent the driving-Wheel from being turned too far in either direction, and to arrest its motion at the end of one nearly complete revolution in either di- IOO IIO

rection, and also to prevent any backward movement until such nearly complete revolution is effected, I provide a stationary double ratchet-wheel, 75, which is mounted loosely on the main shaft 48, so as to have a limited longitudinal motion on the shaft, but which is prevented from revolving on the main shaft by means of a stationary pin, 76, which is attached to the frame ofthe apparatus at 77, and, extending parallel with the main shaft, enters a round hole, 78, in the side of the double ratchet-wheel 75, which it enters so deeply that the limited longitudinal motion of the ratchet-wheel on the main shaft will not allow itto become disengaged therefrom. rllhe ratchet-wheel has two sets of ratchet-teeth, placed side by side, and facing in opposite directions. It has also an extended hub, which prevents the wheel from canting when moved on the main shaft. Around this extended hub is a spiral spring, 80, which bears at one end against the side of the ratchet-wheel 75, and at its other end against the cog-wheel 59. (see Figs. 9 and 10,) against a collar on the shaft.

Fig. 15 represents the side of the ratchetwheel 75 which rests against the side of the driving-wheel 65, and Fig. 14 represents the side of the driving-wheel 65 against which the ratchet-wheel 75 rests, and Fig. 12 represents a side viewof the ratchet-wheel 75 in the line of the axis of the main shaft 48, the driving-wheel 65 and the clutch-wheel 46 being shown in their position to each other. The driving-wheel 65 acts upon the ratchetwheel 75 in the following manner: On the side of the driving-wheel contiguous to the ratchet-wheel is an incline, 81, and on the contiguous side of the ratchet-wheel 75 is a similar incline, 82, placed in the reverse direction, and both at the same distance from the common axis of the two wheels, so that as the driving-wheel 65 revolves on its axis, when the two inclines come in contact with each other, the ratchet-wheel 75 is forced back against the pressure of the spiral spring 80. The purpose of this is to cause a springpawl, 83, the extremity of which rests against the outer ratchets of the ratchet -wheel 75 when the driving wheel and ratchet-wheel are near together, to rest against the inner ratchets of the ratchet-wheel 75 when the driving-wheel and ratchewheel are forced apart. The spring-paw] 83 is placed in the cylindrical cavity of a block, 84, projecting from the side of the driving-wheel, and is pressed against the periphery of the ratchetwheel by a leaf-spring,85, as shown in Fig. 12.

When the apparatus is at rest, and before the cord 30 is drawn in one direction to engage the indicator-plates by the springhooks, the relative position of the clutchwheel, drive-wheel, and ratchet-wheel is such that the clutch-pin 69 of the clutch-wheel is resting against one side of the stop 74 (at c, Fig. 12) of the drive-wheel 65. The ratchetwheel is forced back by the two inclines 81 and 82 on the opposite sides of the drive-wheel and ratchet-Wheel, and the ratchet-pawl 83 is resting on the shelf of the ratchet-wheel and against the stop 86,` as at Fig. 15, which projects from the side of the ratchet-wheel in the incline of its axis. As yet the point of the pin of the spring-pawl is not in contact with the periphery ofthe ratchet-wheel 5 but the side of the ratchet-wheel, near its-periphery, is resting Von the side of the pin of the spring-pawl, as shown in Fig. 15. The clutch-wheel now commences to revolve, and performs a halfrevolution without moving the driving-Wheel; but at the end of the rst semi-revolution the clutch-pin enters the slot 68 in the drivingwheel, as shown in Fig. 12. The drivingwheel then commences to revolve with the clutch-wheel, and the spring-pawl 83 moves along the shelf on the side of the ratchetwheel until the pawl-pin reaches the point marked x in Fig. 15, where the shelf ceases, and the ratchet-wheel, which had been held back by the pawl-pin, is pressed by the spring a short distance toward the driving-wheel, bringing the periphery of the inner series of ratchet-teeth in the path of the spring-pawl 83. The ratchet -wheel is then held in that position at the exact distance required to keep the point of the spring-pawl on the periphery of the inner series of ratchet-teeth by a leaf-spring catch, 87, the head of which engages the outer edge of a bracket, 88, proj ecting from the outer side of the ratchet-wheel 75. (See Figs. 9 and 16.) The driving-wheel continues to revolve with the clutch-wheel (the ratchet-teeth and pawl preventing any retrograde motion) until it has nearly completed its revolution, the clutch-wheel in the same time having made nearly one revolution and a half, and then the clutch-pin is withdrawn by the earn 70 from the slot 68 in the drivingwheel, the spring-pawl 83 comes against the stop 86 on the ratchet-wheel 75 at the point marked y in Fig. 15, arresting the further motion of the driving-wheel, and the springcatch 87 is raised from the bracket 88, as shown in Fig. 17, by means of the switch 89. The spring-catch now no longer holding the ratchetwheel back against the pressure of the spring IOO 80, the ratchet-wheel is forced by the spring 89, just referred to, is a plate of metal projecting from the outer side of the block 84, (in which the spring-pawl 83 works,) and is inclined toward the axis of the wheels sufficiently to engage and slightly raise the end of the spring-catch 8'?, so as to disengage it from the bracket 88. The parts having assumed the position described, it is necessary to pull the cord in the reverse direction to complete the operation of the station-indicator and bring the next indicating-plate into position. This reverse pull of the cord operates the train-shaft l, the pulleys 43 and 44, and through them; by the cord 45, the clutch-wheel 46. The operation of the clutch-wheel 46, drivingwheel 65, and ratchet-wheel is substantially the same as that already described, but in the reverse order.

The relative position of the parts at startlng on the reverse motion is different from that before described as their position when the first operation was commenced. The clutchpin is at the opposite side of the stop 74, (at Iit, Fig. 14.) The ratchet-wheel is pressed by spring S0 close to the driving-wheel, the switch 89 is holding the spring 87 back, and the ratchet-pawl is resting` against the stop 86 on the ratchet-wheel 7 5, with its point pressing against the outer series of ratchet-teeth. The first halfrevolution of the clutch-wheel is idle, producing no rotation of the drive-wheel; but at the end of its rst half-rotation the clutch-pin 69 enters the slot 68 inthe driving-wheel. The driving-wheel then commences to move with the clutch-wheel, the switch releases the spring S5, and the ratchet-pawl traverses the outer series of ratchet-teeth of the ratchet-wheel 75. Villen the clutch-wheel has nearly completed one revolution and a half, the projections 8l and S2 on the driving-wheel and ratchet-wheel come in Contact, and, in passing each other, press out the ratchet-wheel from the drivingwheel, when the spring 87 engages the bracket SS and holds back the ratchet-wheel iu that position. The ratchet-pawl S3 passes from theY edge of the ratchet-wheel and slips down on the shelf, and soon reaches the stop 86 on the ratchet-wheel, arresting the further motion of the driving-wheel and completing its revolution. The clutch-pin is at the same time drawn bythe cam 470 out of the slotl 68, permitting the further revolution of the clutch-wheel until it reaches the stop 7 4 (at point e) on the drivewheel, when the operation is complete, and all the parts are in proper position for a repetition ofthe operation. When the motion ofthe drive-wheel has been stopped, asj ust described, a fresh indicator-plate has been brought in view, and the further motion of the clutchwheel is as before stated, to prevent failure of action by any lost motion in the train-shaft l. The operation of the clutch-wheel would be the same without the ratchet-wheel; but there would be danger of the clutch-wheel being reversed before it had completed its motion, and in that case the indicator would fail to seize hold of the indicator-plate and to eeet the requisite cha-nge of plates; but by use of the ratchet-wheel the reverse motion of the trainshaft and indicator-shaft cannot be commenced nntil the direct revolution is fully effected.

Incase a greater degree of idle motion of the clutch-wheel is found desirable than is afforded by a half-revolution of the clutch -wheel at the beginning and end of .its two revolutions, the stop 74 o n the drive-wheel 65 may be omitted, in which case the stop-wheel 32 on the shaft l would still prevent the clutchwheel being turned too far. The ratchetwheel has the effect of preventing areversing of the motion in either direction until the revolution which was commenced has been completed. It also furnishes a stop to arrest the motion of the main indicator-sh aft when a single revolution is completed in either direction, this stop motion being in addition io that of the clutch-wheel, which arrests `the further motion of the train-shaft at the end of a second revolution in either direction, and also in addition to that of the stop-wheel 32 on the train-shaft, which arrests its revolution at the completion of two revolutions in either direction. The special advantage in the use of three separate stops-one on the train-shaft, a second on the clutch-wheel, and a third on the driving-wheel-is that it insures almost absolute freedom from liability to breakage or derangement of the mechanism, which might otherwise result from a violent jerk ofthe cord by which the indicator apparatus is operated on the train.

I have described the clutch-wheel as being l loosely mounted on the main indicator-shaft 48, and operated from the train-shaft l by means of a rope coiled around it and around two spirally-grooved pulley-wheels fixed to the trainshaft; but, if preferred, the clutch-wheel may be placed on the train-shaft and keyed thereto and made to operate the grooved pulleys 43 and 44 in the same manner as I have described the driving-shaft as being rotated by the clutch-wheel, the grooved pulleys 43 and 44 in that case being loosely mounted on the train shaft and connected together. In that arrangement the drive-wheel 65 would have a spirallygrooved circumference and be fastened to the main shaft 48 and revolved directly by the cord 45, connected with the pulley-wheels 43 and 44.

Having thus described my improvement, what I claim as my invention, and desire to secure by Letters Patent, is-

l. The combination, with a station-indicator, and as a means for operating the same, the train-shafts I and 2, each extending longitudinally through one of a pair of adjacent cars in a train,of the flat coupling-bars I4 and l5, of greater width than the diameter ofthe trainshafts, and the slide-box 16,-detachably attached to one of the coupling-bars, and having the other coupling-bar loosely inserted therein.

2. The combin'atio1i,with a station-indicator, and as a means for operating the same, of the fiat slide-boi; 16, with its head 19 and screw 20, spring 2l and its projection 2?-, with a pair of flat coupling-bars, I4 and 15, adapted to fit IOO into the sliding-box, and each having suitable depressions, 17 to receive the point of the screw,and 18 to receive the point ofthe spring projection, so that one ofthe coupling-bars maybe attached to the slide-box and the other be free to move back and forth therein, substantially as described.

3. The combinatiomwith a station -indicator, and as a means of operating the same, of the sli de-boX 16, with itshead 19 and forked bracket 19a, the screw 20 and its collar 20", and the spring 21 and its projection 22 and guard 24, in combination with a pair of fiat coupling bars, 14 and 15, adapted to t into the slideboX 16, substantially as described.

4. The combination,with a station-indicator, and as a means of operating the same, of the train-shafts 1 and 2, extending longitudinally through each of two adjacent cars in a train,

with the flat slide-box 16, pair of flat couplingbars 14 and 15, of greater width than the diameter of the train-shafts, each of said coupling-bars being connected mediately or immediately with one ofthe train-shafts by aj oint or connection adapted to permit of the free motion of the shaft in any direction relatively to the coupling-bars, other than that of rotation on its axis, without producing a corresponding motion of the coupling-bar, sub` stantially as described.

5. The co1nbination,withastation-indicator, and as a means for operating the same, of two sections of shafting, and a leaf-spring, of steel or other suitable metal, of greater width than thickness, folded upon itself, substantially in the manner hereinbefore described, for the purpose of connecting said sections of shafting, so as to permit of relative motion between them in all directions, excepting in that of rotation on their aXes, substantially as described.

6. The combination, with astation-indicator and two sections of shafting for operating the indicator, of a strip of steel or other suitable metal, of greater width than thickness, folded on itself, substantially as described, in combination with a double-headed bolt or equivalent device, for the purpose of limiting thel longitudinal extension or separation of the folds.

7. The combination, with a station-indicator and the train-shafting for operating the same, of the spirally grooved stop-wheel 32,arranged on the train-shaft, stops 4() and 41, arranged in the grooves of stop-wheel 32, and swinging arm 42, pivoted on the bifurcated bracket 28", and its free end arranged to traverse the groove in wheel 32, for the purpose of limiting the motion of such shaft,substantially as described.

8. In a station-indicator apparatus, the combination, with the main indicator-shaft 48, of the train-shaft 1, the grooved pulley-wheel 29, fixed thereto, and its operating-cord 30, the grooved stop-wheel 32, rigidly or adjustably iXed to the trainshaft, and having pins 40 and 4l, and the swinging arm 42, the grooved wheels 43 and 44 and cord 45, and the grooved wheel 46 on the main shaft, for operating the indicator, substantially as described.

9. The com bination,with astationfindicator, of the train-shaft 1, the grooved stop-wheel 32, having pins 40 and 41, and the swinging arm 42, with the beveled sleeve 33, follower 37, and nut 39, for adjusting the portion of the shaft 1 relatively to the stop-motion, and in termediate devices for operating the indicator from the shaft 1, substantially as described.

10. The combination, with a station-indicator and a trainshaft for operating the same, of a clutch-wheel, 46, operated from such shaft or shafting, and having a spring clutch-pin, 69, a driving-wheel, 65, iiXed to the shaft to which motion is to be communicated, and having a slot in its periphery to engage the clutchpin, and a projecting stop on the opposite side of its periphery, and a cam or double incline for operating the clutch-pin, whereby rotary motion may be communicated from the trainshafting to the indicator-shaft, notwithstanding the lost motion caused by the twisting of the shafting, substantially as hereinbefore described.

11. The combination, with the main shaft 48, of a station-indicator, to which motion is to be given, of the train-shaft 1, from which the motion is to be transferred, the clutchwheel 46, either fixed to the train-shaft 1 or mounted loosely on the main shaft 48, the spirally-grooved pulley-wheels 43 and 44 and their cord 45, and the driving-wheel 65, rigidly mounted on said main shaft, each of said parts being constructed substantially as described, and combined for the purpose hereinbefore set forth.

12. The combination, with the main shaft of a station-indicator, of a clutch-wheel having a spring clutchpin, and loosely mounted on the shaft to be rotated, of a stationary fixed cam to operate the clutchpin,a driving-wheel fixed to the shaft to be rotated, said driving-wheel having a slot in its periphery to receive the clutch-pin, a pair of inclined projections for operating the clutch-pin--one on each side of said slot-*on the periphery of the driving-wheel, with or without a stop projecting at another point from theperiphery of said driving-wheel, the whole being constructed and adapted to operate substantially as and for the purpose hereinbefore described.

13. The combination, with the main shaft 48 of a station-indicator, through which the requisite motion is communicated, of the spirally-grooved clutch-wheel 46, loosely mounted on the main indicator-shaft 48, and furnished with a clutch-pin, 69, and its spring, a driving-wheel, 65, rigidly mounted on the main shaft 48, having on its periphery a slot, 68, for receiving the clutch-pin, and astop for arresting its motion by means of said pin, anda stationary cam for retracting said pin, substantially as and for the purpose described.

14. In combination withastation-indicator,

IOO

IIO

the clutch-wheel 46, loosely mounted on the main shaft 480i" the indicator apparatus, having a spring clutch-pin, 69, and double incline 70, to operate said pin, and the driving-Wheel G5, rigidly attached to said main shaft, and having a slot, 68, and projection 7 4, to engage the spring clutchpin, the double ratchetwheel 75, mounted loosely on said main shaft, and the stationary pin 76, attached to the frame of the apparat-us, and entering a hole inthe ratchet-Wheel and the spiral spring 80,so as to permit of the ratchet-Wheel, which is other Wise stationary, being moved toward or from the driving-Wheel, substantially as described.

15. In combination with a station-indicator, the driving-Wheel 65, xed to the shaft to be rotated thereby, the stationary double ratchet- Wheel 75, having two sets of vratchet-teeth, parallel to each other, but inclined in opposite directions, a springpawl for acting against the ratchet-teeth, apair of cams-one on the ratchet-Wheel and the other on the driving-wheelto shift the position of the ratchet-Wheel relatively to the spring-pawl, and a stop or stopsv on the ratchetwheel to arrest the motion of the driving-wheel on completing its revolution in either direction, substantially as and for the purpose described.

16. In combination with a station-indicator, the driving-Wheel 65, iixed to t-he shaft to be rotated thereby, and having a spring-pand attached thereto, the ratchet-Wheel 75, having two parallel rows of ratchet-teeth inclined in opposite directions, each of said wheels having a cam, 81 and 82, for forcing the Wheels apart, the spiral spring 80, the leaf-spring 87, and bracket 88, for holding the ratchet-Wheel away from the driving-Wheel, and the switch 89, for releasing the'spring 87, constructed and arranged substantially as described.

17. In combination with a station-indicator, and interposed between the train-shaft 1 and the main shaft 48, the spirally-grooved clutchwheel 46, mounted on the main shaft, so as to operate the same, the spirally-grooved Wheels 43 and 44, with their cord 45, attached to the clutch Wheel 46, and having its free ends passed over the spirally-grooved Wheels 43 and 44, and secured to some rigid part of the apparatus for the purpose of communicating the revolving motion of the train-shaft 1 to the main shaft 48 of the indicator, substantially as described.

18. In combination with a station-indicator having main shaft 48, and with a train-shaft, 1, for operating the indicator, and for the purpose of communicating a limited revolving motion of one shaft to the other, first in one direction and then in the reverse direction, the vspirally-grooved Wheels 43 and 44, with or Without guards 53 and 54, and rigidly mounted on the shaft l, and a spirally-grooved Wheel, 4G, mounted on the shaft 48, so as to operate the same, Witha cord, 45, Wound around and fastened to the wheel 46, and having its free ends carried over the grooved Wheels 43 and 44, and secured by set-screws Working in tubular sleeves 49 and 50, through which the two free ends of the cord are passed, substantially as and for the purpose described.

19. The combination, with the main shaft 48 of a station-indicator, through which the requisite motion is communicated, of the spirally-grooved clutch-wheel 46, loosely mounted on' the main shaft 48, and furnished with a clutch-pin, 69, and its spring, a driving-Wheel, 65, rigidly mounted on the main shaft 48, having on its periphery a slot, 68, for receiving the clutch-pin, and a stop for arresting its motion by means of said pin, a pair of inclinesone on each side of said slotand a stationary cam for retracting the clutch-pin, substantially as and for the purposes specified.

In testimony whereof I have hereunto set my hand this 20th day of July, A. D. 1883.

SAMUEL FORRESTER.

TWitnesses:

W. B. Conwrn, T. W. BAKEWELL. 

